Clutch control mechanism



May 20 l947- K H. w. PRICE 2,420,996

CLUTCH CONTROJ MECHANISM Filed oct. 51, 1942 fg sheets-sheet 1 liv Ms' (55 k7 U HAROLD W PRICE BY Wm May 20, 1947. 2,420,996

H. W. PRICE CLUTCH CONTROL IIECHANISM Files! Oct. 3l, 1942 2 Sheets-Sheet 2 f/a l INVENTOR. HARa/.D W HUGE BY Patented Mey 20, .1947- Unirse l: esistere @DUTCH CONTRIL li' i Application Octobcnh i942, Scritti No. 65412@ This invention relates in general to clutches and more particularly to power means for operating the friction clutch oi an automotive vehicle.

It is the principal object of the invention to provide o. pressure diilerentiel operated two stage' clutch operating motor controlled by a. followup valve, one part ot said valve beine actuated completed et the same time or e very short time before the opening oi' the throttle is initietecl and the second stage of engagement being controlled by an operation of an engine operated governor. i

A further object of the invention is to provide,

' in an automotive vehicle, a friction clutch control mechanism including a pressure diierentiel operated motor controlled by a two-part followup valve housed therein, the operation of seid valve, during a. certain phase of said operation,

being controlled by en engine operated governor Yet another object of the invention is to provide power means for so onoretinn the friction clutch oi n n automotive vehicle es to edect the desired ecceleration of the vehicle, said. power means being in part controlled by en engine operated governor end operetive to eect e iceding ol' the clutch nietes which is directly proper tional to the torque of the engine.

Yet another object of the invention is to pro vide power means for disengeeing end control ling the emasement oi' the friction clutch of en automobile, said means including e double ended double acting pressure I`dierentiel operated motor having one ol its ende connected, et eli times except when the motor is disabled, to a source of vacuum; the operation oi seid motor :being controlled by e follow-up valve housed within the motor end motive to vent the other end of the motor to the etmospbere to edect o. disengagement oi the clutch and to thereeiter control vthe clutch engaging operation of the motor by controlling the gaseous pressure in both endo oi the motor.

A further object of the invention is to provide,

. friction clutch positioned between the duid coun and the actuation of said valve being eected by i the operation of the accelerator oi' the Vehicle.

Another object of the invention is to provide, in en automotive vehicle, means for operating the control valve of a friction clutch opereting pling end 'trensmission sind comprisine clutch springs, e driving plete sind e driven plete, end

power means 'forq onereting seid friction clutch I cally dienblad, to thereby initiote en uncontrolled pressure diilerential operated motor. said ineens including two leversone of seid levers being actuated by an engine operated governor and serving as s. stop for the other lever, the letter lever being actuated, by the accelerator of the vehicle.

One of the principal objects oi the invention is to provide in an automotive vehicle s two-stage friction clutch control mechanism, the operation of seid mechanism beingjedected by the operai tion of the accelerator of the vehicle and cleo by the operation of e governor operated by the engine of the vehicle; the mechanism being oper ative to effect an engagement of the clutch in ,two stages, the first stage being completed in e relatively short space of time and the second stage being eiected es the speed of the engine is being increased, the loading of the clutch plates being directly proportional to the engine speed.

ensegement oi the friction clutch, when. the trensmiseion hss been established in its highest gear ratio setting,

Other objects of the invention onliv desirnbley in deteii the clutch operating pressure diderenn disclosing the control valve in its clutch disen-l shaft i4 by a hollow rod i6 secured at one of its ends to said piston, a rod I8 pivotally connected to the outer end of a hollow rod i9 secured to the rod I6, and a clutch pedal 28. The piston l2, together with the body and end plates of the motor, provide two motor compartments 22 and 24, the compartment 22 being placed in fluid transmitting connection with the intake manifold 28 of the internal combustion engine 28 by means including a conduit 30. A motor disabling three-way valve mechanism 32 preferably constltutes a part of the duid transmitting means, said valve mechanism being mounted as a unit on one end of the motor l0. As disclosed in Figures 2 to,4 inclusive, this unit includes a body portion 33 provided with a duct 35 and also provided With a port 31. The inner part of the body portion 33 is shaped to provide seats 39 and 4l for a valve member 43, thellatter being mounted upon the upper end of the armature 45 of a solenoid 41 detachably mounted on the above described body portion 33. As disclosed in Figure l the solenoid 41 is preferably wired in series with a grounded battery 49, an ignition switch 53', a clutch control cut-out switch 55 and a grounded breaker switch 51, the latter switch being operated by a vehicle speed responsive governor, not shown. The solenoid 41 is also preferably wired to a grounded transmission operated breaker switch 59, both grounded switches 51 and be being wired in parallel in the electrical circuits.

A two-part valve for controlling the. operation of the clutch operating motor i8, known in the art as a follow-up valve, is preferably housed within said motor. Referring now to Figures 2 to 4 inclusive disclosing the details of said valve, the hub portion 34 of the piston l2vconstitut-es one of the parts of said valve, said part being provided with ports 36 and 38.

.The remaining part 48 of the follow-up valve, which is spool-shaped, is slidably mounted withi' the valve part 34 and is connected to a rod 4 by means of a ball and socket joint 44. The

4 position of the lever 48 with respect to a stop means 64.

As will be described in greater detail hereinafter the above described force transmitting means interconnecting the accelerator with the reciprocable valve part 40 serves as a means for actuating said valve part and the stop means 64 servesto control the operation of said valve actuating force transmitting means.

Describing now the stop means 64 and the means for actuating the same there is provided an engine operated governor 61 preferably drivably connected to the generator 68 of the power plant, said generator of course being driven by the internal combustion engine 28. It follows therefore that the speed of the governor is directly proportional to the speed of the engine. The governor mechanism includes an angular plate 10 drivably connected to the generator 68 and cenvalve part 40 is actuated by force transmitting means connected with the accelerator 48 of the vehicle, said means including a lever 48 pivotally .mounted upon a pin 50 secured to some portion of the chassis of the vehicle or part ilxedly secured thereto. The remainder of the force transmitting means interconnecting the accelerator and valve part 40 includes the aforementioned rod 42, which is preferably connected to one end of the lever 48 by a ball and socket connection 52, and further includes a rod 54 pivotally connected at one of its ends to the accelerator 48. The rod 54 at its other end slidably extends through a lug 56, xedly secured to the lever 48; and a compression spring 58, sleeved over the rod 54 and interposed between the lug 55 and a stop 60 secured to said rod, serves to make of the connection between the accelerator and lever a yieldable one. A nut 62, threadedly mounted on one end of the rod 54, serves, together with an accelerator return spring 66, as a means for controlling the degree of compression of the spring 58, for determining the accelerator released position of the valve part 40 and for determining the trifugal weights 12 and 14 of said governor are pivotally mounted on said plate. The governor mechanism also includes a pin 16 fixedly secured to the center of the plate 18 and a pin 18 receased in one of its ends and sleeved over the Din 18. l

The left end of the pin 18 is provided with a flange which nts within notches in the weights 12 and 14. The pin 18 is at all times in contact with a lever 82 constituting a part of th stop means 64, said lever being pivotally mounted on a stationary pin 84. The lever 82 is at all times in contact with a pin 86, said pin being slidably mounted within a tubes xedly secured in place. One end of the pin 86 abuts a compression spring 90 housed within the tube 88 and the degree or compression of said spring is determined by an adjustable stop S2 threadedly mounted in said tube. Completing the description of the stop means 64 there is provided an adjustable stop 84 threadedly mounted in the lever 82.

Describing now the operation of the clutch controlling power means constituting my invention.'

and incidentally completing the description of the parts thereof not heretofore described, when the accelerator 4B is released and the internal combustion engine 28 is idling to make of the intake manifold 26 a source of vacuum, there is eected a disengagement of the clutch by the power means. The valve part 40 is then moved, by the operation of the return spring 85, to its clutch disengaged position, that is the position disclosed in Figure 4.

In this position of the valve part 40 the motor compartment 24 is vented to the atmosphere via the hollow rod I6 and the valvo ports 38. As disclosed in Figure 4, the other motor compattment 22 is at the time connected to the intake manifold 26 via the duct 35 in the body portion 33 of the disabling or cut-out valve unit 32, the port 31 in said body portion and the conduit 80. This iiuid transmitting connection with the intake manifold is made possible by virtue of the fact that valve member 43 is at the time seated at 4I, the solenoid 41 being then energized.

Describing this feature of my invention, when the vehicle is at a standstill or is travelling below a certain speed the grounded governor operated switch 51 is closed thereby completing an electrical circuit including the solenoid 41. The solenoid is accordingly energized and the valve member 43 is moved to the position disclosed in Figures 3 and 4, that is the position to interconnect the intake manifold with the motor compartment 22 via the above described iiuid transmitting connections. The solenoid 41 is also preferably energized, to effect this vacuum connection between the manifold and compartment 22, in all settings of the. transmission except the .seat A?,9,.all as disclosed in Figure 2. It should be added of course that the high gear setting of the #transmission is operative to deenergize the solenoid il only when the vehicle is travelling at a speed sufliciently high to eifect an opening oi the governor operated breaker switch l. This operation of the valve member t3 effects a. venting of the motor compartment 22 to the atmosphere via a port 63 in the body portion 33 of the cut-out valve unit 32, the hollow interior of said body portion as disclosed in Figure 2 and the duct 35.

The clutch operating power means of my invention is then inoperative and should the driver wish to shift gears when the vehicle is travelling in high gear and above governor speed it is necessary for him to manually disengage the clutch prior to actuating the means for operating the transmission. It should be noted, however, that with the mechanism of my invention, when the transmission is in its highest gear ratio setting the vehicle will not coast; that is free-wheel, every time the driver releases the accelerator. However, should the driver leave the transmission in high gear and slow down the vehicle the clutch control mechanism will, with the accelerator released, automatically disengage the clutch at the critical governor speed.

The clutch control mechanism cf my invention` cooperates well with a vehicle provided with.a fluid coupling, not shown, interposed in the power plant between the engine and the friction clutch;

for such a coupling cooperates well with the twostage clutch engaging operation of the motor i@ to eiect the desired acceleration of the vehicle either ,from rest or after a shifting of gears when the vehicle is in motion. The fluid coupling constitutes, together with the disclosed clutch conv d operation oi the motor it the first increment of movement of the accelerator serves to take up the lost motion provided by a slot t6 in the end of a link 98 interconnecting the accelerator with a throttle operating crank itil. This crank is normally biased to its throttle closed 'position by a spring i102. Now this lost motion movement of the accelerator serves, through the intermediary of the yieldable force transmitting connection 5d, 5t, 5t and t0, to rotate the :lever t3 to thereby move the valve part til to a position to eiect a fluid transmitting connection between the compartments 22 and 2d of the motor it. When this movement of the valve part lll is completed, that is the movement elected before the throttle is opened, said valve part takes the position relative to the valve part 3d as disclosed in Figure 2. It is to be noted, however, that at this time both the piston I2 and valve part du are at the extreme left end of the motor. The compartments 22 and 2t being interconnected, air passes from the compartment 2s into the compartment 22, thereby re- 'ducing the dierential of pressures acting upon the piston l2. The clutch springs then function to move the piston to the right, thereby moving the ldriven clutch plate connected thereto toward its clutch engaged position. The movementof the piston is, however, stopped when the clutch plates contact very lightly with each other. This operation is effected by virtue of the lapping `of the control valve, the valve parts taking the relative positions disclosed in Figure 3. It will be noted that in this position the full-bodied end. portion of the spoolshaped valve member lil serves to cover up the ports tt of the valve part lill, thereby cutting off the ow of air from the compartment 2li to the compartment 22. Now the parts of the clutch control mechanism of my invention are so constructed and arranged that this valve lapping operation is eected very quickly and at the same time or substantially the same time as the above described lost motion in the throttle trol mechanism, a feature of my invention and with this clutch control mechanism the fluid coupling is eiective to prevent an undesired deceleration of the vehicle after the transmission has been shifted into high gear; for with this operation the motor I0 is disabled after the high gear setting has been established and the fluid coupling, together with the operation of the accelerator to increase the engine speed, then serves to cushion the shock which would otherwise result from the relatively quick engagement of the clutch.

Continuing now the description of the operation of the clutch control mechanism, and assuming' the transmission is in neutral, the engine is idling and the car is at rest, when the accelerator is released to vent the motor compartment 2t to the atmosphere, the piston l2 is subjected to a differential of pressures resulting in its moving to the left to the position disclosed in Figure d. This operation of,the motor it disengages the clutch. The driver will then probably operate the transmission to establish the same in a relatively low gear setting and after this operation is com.

pleted he will then depress the accelerator to eiect an engagement ofthe friction clutch and an opening of the throttle to speed up the engine and get the vehicle under way.

Describing now the two-stage clutch engaging linkage is taken up. The parts of the mechanism, including the yieldable connection between the accelerator and the lug 5t, are also so con structed and arranged that in edecting the aforomentioned lost motion movement of the accelerator the lever it is rotated to take up a space, indi-l cated by the letter S, Figure l, between the pin tacts the pin et and as the control valve tl, @t is carrying out the above described followup-to lap operation, It follows therefore that the degreeof movement of the valve part du, which in large measure determines the degree of loading of the clutch plates when the first stage of move the spring 5t is being compressed, the speed of y operation of the motor i@ in effecting the first stage of movement of the piston i2 and a possible of the motor.

momentary stopping o the movement or the 'accelerator when theresistance of the throttle spring "l2 is encountered: that in all probability said rst stage movement of the piston will be completed before the hereinafter described stop mechanism 64 is moved to initiate the second stage operationv of said piston.

The clutch plates having been brought into light contact with each other by the first stage operation oi' the motor I0, a continued depression of the accelerator will serve to initiate the second stage operation of the motor itl by )penn ing the throttle, thereby increasing the speed of the engine and operating the governor BB to move the lever 82 counterclockwise, Figure L This operation serves to permit the spring to expand,

thereby continuing the clockwise rotation oi the the torque of said engine; for' the degree of control movement o! the stopgmeans 84 is directly proportional to the speed oi the engine operated governor l1 and said movement results. by virtue of the expansion of the accelerator operated spring 58, in a corresponding clutch engaging movement of the valve part 40. It the driver, by depressing the accelerator, opens the throttle a small amount. and then holds the acceleratorl in this position. the valve part I will be moved a, corresponding distance whereupon, by virtue of the aforementioned by-passing of air from one motor compartment to the other, the piston i2 and the valve part 34 will move. that is follow up to lap the valve 34, lll. This follow-up oper-n ation of the valve results in an increase in the a mechanism operative to effect a smooth and loading of the clutch plates which of course resuits in an increase in the acceleration o! the vehicle. Subsequent further increments of throttle opening movement of the accelerator result in correspondingincreases in the acceleration of the vehicle. This maneuvering operation of the clutch control mechanism is particularly advantageous when the driver is desirous of parl:- lng the car along the curb of the street. Y

Having completed the engagement of the clutch, that is having depressed the accelerator sumciently far to eiect the maximum loading oi the clutch plates, the piston i1 and valve members 34 and 4l take the relative positions disclosed in Figure 2. The gaseous pressures in the motor compartments 22 and 24 are then equal and the piston I2 is located near the right end plate Continuing the description of the/operation of the vehicle in getting the same under way, as described thus far the transmission is established in low gear and the clutch is reengaged. The driver then leaves the transmission in low gear until the desired vehicle speed is attained whereupon he releases the accelerator. thereby automatically effecting the above described clutch disengaging operation of the motor l0; for it will intake manifold and the motor compartment 22, or in other words, render the clutchy operating power means operable.

After the clutch is again disengaged the driver then places the transmission in another gear ratio setting whereupon he again depresses the `accelerator to effect an engagement of the clutch and an opening of the throttle. inasmuch as the two-stage clutch engaging operation of the mechanism has been described above, a description of said operation will not b e repeated. l By repeating the above described operations the driver ultimately establishes the transmission in its highest gear ratio setting and, as .described above, the sudden engagement of the friction clutch, effected immediately after the transmission is established in this setting, is odset by the yielding action of the fluid coupling together with the speeding up of the engine which is usually done immediately after the high gear setting of the transmission is completed. This sudden engagement of the clutch, caused by the dumping oi air into the motor compartment 22 when the valve mechanism 32 is in its cut-oli position disclosed in Figure 2, may be, to a more or less degree, obviated by making the size oi' an opening H0 relatively small. This opening H0 is provided in a cap [Il mounted on the body of the valve 32, said cap covering the aforementioned port 63. The rate of ow of air into the compertinent 22 is theny relatively low thereby effecting a relatively low rate oi.' clutch engaging movement of the piston l2.

There is thus provided. by the iuid coupling and the friction clutch operating power means oi my invention, or solely by the latter means.

substantially eiiortless operation o! the power `plant of the vehicle; for except when the vehicle is travelling in high gear above governor speed or when it is desirable. to disengege the friction clutch before cranking the engine, there is 'no need for a manual operation of the friction clutch and after the vehicle is under way the only controls which are operated by the driver are tno transmission operating shifter lever and thev accelerator. power plant includes both a iiuid coupling and .my accelerator operated and governor controlled clutch control mechanism, it is not necessary, with ordinary driving,l to place the transmission in any intermediate gear ratio setting. The

transmission may even be left mashed in its high gear setting when the vehicle is brought to a stop with the engine idling; for the friction clutch is then disengaged, thereby disengaging the engine from thetransmission and preventing any creeping of the vehicle which would, by virtue oi the operation of the iluid coupling, take place if said friction clutch` were not then disengaged.

The friction clutch control mechanism of my invention insures a smooth start of the vehicle from rest and enables the driver to accurately simulate a coordinated manual control of the accelerator and friction clutch when parking the car and when it is necessary to slip the clutch in starting the car from rest when the car is mired; for with the mechanism of my invention the de fgree of clutch plate loading to efl'ect a slipping clutch is directly proportional to the torque of the engine and for all practical purposes directly proportional to the degree of depression of the accelerator.

`While one illustrative embodiment has been 'described it. is .not my. intention to limit 'tho It is also to be noted that whenimev means for operating the throttle and one of said' valve members comprising force transmitting means interconnecting said member with the accelerator and governor, said force transmitting means being so constructed vas to effect, when the accelerator is depressed a predetermined amount and before the throttle is opened, an operation of the valve mechanism to effect a rst stage clutch engaging operation of said motor, said force transmitting means being also so constructed as to eilect, by virtue of the operation of the governor, a second stage clutch engaging operation of said motor.

2. In an automotive vehicle provided with an` internal combustion engine, a governor driven by said engine, a throttle, a friction clutch having a driving plate and a driven plate, and an accelerator; power means for operating said clutch comprising a pressure diierential operated motor having its power element operably connected to the driving element of the clutch, valve means l ing a spring. actuatedl by means connectedto the accelerator, for somoving the valve part connected to said force transmitting means as to l y effect a relatively fast rst stage clutch engaging movement of the power element, and further including means actuated by the governor and serving to so control the movement of the aforementioned accelerator actuated means as to effect a second stage clutch engaging movement of the power element. I

` 4. A mechanism for disengaging and controlling the engagement of the friction clutch of the power plant of an automotive vehicle said power plant also including an accelerator and an internal combustion engine having an intake manifold, said mechanism including a pressure differential operated motor having its power element operably connect-ed to the driving element of said clutch, a iluid transmitting conduit interconnecting the manifold with one end of said motor, a follow-up valve mechanism, including two relatively movable parts, for controlling the A 'operation'v of said motor, an engine speed responsive governor and force transmitting means interconnecting one of the aforementioned parts of said valve mechanism, the accelerator and the governor, said force transmitting means including a lever, actuated by means connected to the accelerator, for so moving the -valve part connected tosaid force transmitting means as to effect a relatively fast first stage clutch engaging movement of the power element. and further including another lever actuated by the governor for controlling the operation of said motor including two relatively movable members .and means for operating the throttle and oneof said valve members comprising force transmitting means, having a lost motion connection therein, interconnecting the throttle and accelerator and other force transmitting means interconnecting said valve member with the accelerator and governor the latter force transmitting means including a plurality of levers one of said levers being operated by the accelerator and the other of said levers serving as a stop for the accelerator operated lever and being operated by the governor, the aforementioned mechanism being so constructed and arranged as to effect, when the accelerator isdepressed a predetermined amount and before the throttle is opened, an operation o! the valve mechanism to effect a first stage clutch engaging operation of said motor, said mechanism being also so constructed and arranged as to eect, bv virtue of the operation of the governor, a second'stage clutch engaging l operation of said motor.

3. A mechanism for disengaging and controlling the engagement of the friction clutch of the power plant f an automotive vehicle said power plant also including an accelerator and an internal combustion engine having an intake manifold, said mechanism including a pressure diiierential operated motor having its power elef ment operably connected to the driving element of said clutch, a uid transmitting conduit lnterconnecting the manifold with one end of said motor, a follow-up valve mechanism, including two relatively movable parts, for controlling the l operation of said motor, anengine speed responsive governor and force transmitting means interconnecting one of the aforementioned parts of said valve mechanism, the accelerator and the governor, said force transmitting means includand serving to so control the movement of the aforementioned accelerator actuated lever as to effect a second stage clutch engaging movement of the power element.

5. In an automotive vehicleprovided with an internal combustion engine, an accelerator and a friction clutch, power means for effecting a disengagement of said clutch and for controlling the engagement thereof, said power means including a pressure differential operated motor,

a two-part valve mechanism for controlling the operation of said motor. an engine operated governor and force` transmitting means interconnecting one of the parts 'of said valve mechanism, the accelerator and i the governor, said force transmitting means including means actuated by the accelerator for moving the valve part to thereby control the operation'of the motor and further including a movable stop. actuated by the governor for controlling the movement of the aforementioned accelerator actuated means for moving said valve part. l

6. Inan automotive vehicle providedwith an internal combustion engine, an accelerator and a friction clutch, power means for effecting a disengagement of said clutch and for'controlling the engagement thereof, said power means including a pressure differential operated motor, a two-part follow-up valve mechanism for controlling the operation of said motor, an engine operated governor and iorce transmitting means interconnecting one of the parts of said valve mechanism, the accelerator and the governor, said force transmitting means including a lever. means, including a spring, interconnectingsaid lever with the accelerator for moving the valve part to thereby controlthe operation of the mo- 11 internal combustion engine having an intake manifold, an accelerator and a friction clutch, power means for. effecting a disengagement of said clutch and for controlling the engagement thereof. said power means including an engine operated governor, a double ended double acting pressure differential operated motor oper-ably connected to the clutch, vsaid motor having two compartments, i'iuid transmitting means interconnecting one of said compartments with the intake manifold, a two-part follow-up valve mechanism for venting the other of said compartments to the atmosphere to eect a clutch disengaging operation oi said motor and for controlling the by-passlng oi air from one compartment to the other to eiiect a clutch engaging operation oi said motor, accelerator actuated means for moving one oi the parts of said valve mechanism in either one orthe other'oi two I directions to thereby control the operation of said motor. and means actuated by the engine operated governor for controlling the operation .of the aforementionedaccelerator actuated operation of said motor, means actuated by the accelerator for operating the throttle and operating one of the parts oi said valve and means,

including ayieldable stop, the latter being actuated by said governor and operative to control the operation of that portion of the aforementioned means serving to operate the aforementioned valve part.

9. In an automotive vehicle provided with an internal combustion engine, an accelerator, a throttle and a friction clutch including a driven plate and a clutch plate, power means for effecting a disengaging movement of the driven plate and for so controlling the operation of the clutch spring as to eect two stages of clutch engaging movement of said plate said power means comprising an engine operated governor, a pressure diil'erential operated motor, valve means, including a two-part follow-up valve, for controlling the operation oi' said motor, 'means actuated by the accelerator, including a lever and yieldable means interconnecting the accelerator and lever, for operating the throttle and also operating one of the parts of said valve, and means, including a yieldable stop, actuated by said governor and operative to control the operation of that portion of the aforementioned means serving to operate the aforementioned valve part.

` HAROLD W. PRICE.

REFERENCES CITED Y The following references are of record in the nie of this patent;v

UNITED STATES PATENTS 2,273,277 Leukhardt Feb. 17, 1942 

